Integrated approach navigation system, method, and computer program product

ABSTRACT

Systems, computer program products, and methods for displaying navigation performance based flight path deviation information during the final approach segment to a runway and during landing of non-precision flight modes are provided. Improved graphical depictions of navigation performance based flight path deviation information provide pilots and flight crew members with clear, concise displays of the dynamic relationship between ANP and RNP, mode and aspect of flight and related procedures, intersecting flight paths, and current actual flight path deviation from a predefined flight path during the final approach segment to a runway and during landing. For example, an enhanced IAN display may include NPS-type deviation scales to show RNP/ANP relationships and predetermined RNP markers to alert the pilots and flight crew members that the FMC has transitioned from an NPS display for RNAV (LNAV/VNAV) flight procedures to an enhanced IAN display for a non-precision (non-xLS) approach and/or landing.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. application Ser. No.13/218,978, filed Aug. 26, 2011, which is a divisional of U.S.application Ser. No. 11/608,064, filed Dec. 7, 2006, all of which arehereby incorporated herein in their entirety by reference.

FIELD OF THE INVENTION

The present invention relates generally to flight path informationsystems, and, more particularly, to flight path information assemblies,methods, and computer program products for displaying flight pathdeviation information based on navigation system performance.

BACKGROUND OF THE INVENTION

In modern commercial aircraft, if not already available electronically,a flight crew makes flight plan entries and modifications through aFlight Management System—Control Display Unit (FMS-CDU). The FMS-CDU isan electronic module containing a keyboard on its lower face half and anelectronic display on its upper face half. By keying entries into thekeyboard, the flight crew can build or modify a route into the FlightManagement Computer (FMC) by typing in a series of waypoints which arethen displayed, in text form, on the upper half of the FMS-CDU display.

An additionally provided display is a navigation (map) display. Incontrast to the text display of the FMS-CDU, the navigation displaygraphically depicts the selected waypoints along a desired route. Thus,as the flight crew types entries into the FMS-CDU, these are thendisplayed graphically on the navigation display.

Current FMCs provide for construction of a variety of flight plans,consisting of point-to-point leg segments and procedural maneuvers. Inaddition, conventional FMCs provide an autopilot mode where the aircraftautomatically flies according to a predefined flight plan by providinglateral navigation (LNAV) and vertical navigation (VNAV) guidance sothat the route can be flown. Most commercial airliners can be flown on aconstant heading with the autopilot engaged. This allows interceptionand tracking of a course outbound from a geographical waypoint. However,due to the effect of wind on the airplane's flight path and otherfactors, the actual heading flown by the aircraft often differs from thepredefined flight plan, thus requiring constant adjustment to theairplane heading to maintain the desired course.

In order to facilitate adjustment of the airplane heading to maintainthe desired course, many conventional FMCs are also capable ofdetermining the position of the aircraft from navigation systems, suchas GPS (Global Positioning System), ILS (Instrument Landing System), IRS(Inertial Reference System), VOR (VHF Omni-directional radio Range) andDME (Distance Measuring Equipment). While these sources can provideadequate positioning information, they each have individual drawbacks.For example, while systems such as GPS systems, which acquirepositioning information from satellites, can provide positioninginformation to an aircraft virtually anywhere, the availability of suchsatellite-based systems can be limited due to factors such as satellitegeometry. And while ILS-type systems provide very accurate positioninginformation, these types of systems are ground-based systems and arelimited to landing procedures at major airports.

Due to the variances in the accuracy of many navigation systems, theUnited States and international aviation communities have adopted theRequired Navigation Performance (RNP) process for defining aircraftperformance when operating in en-route, approach, and landing phases offlight. RNP relates to the navigation capability of the aircraft. RNP isa probabilistic approach to evaluating an aircraft's deviation from itsintended course, and has been defined by the International CivilAviation Organization (ICAO) as “a statement of the navigationperformance accuracy necessary for operation within a defined airspace.”Currently, several definitions of RNP standards exist, including BoeingRNP, Airbus RNP, RNP-10, and BRNAV/RNP-5. In this regard, according tothe Boeing RNP, the navigation performance accuracy can be quantified bya distance in nautical miles, and a probability level of 95% laterallyand 99.7% vertically. For example, an aircraft is qualified to operatein an RNP 1 nm lateral, RNP 250 feet vertical airspace if it candemonstrate that the capability and performance of the aircraft'snavigation system will result in the aircraft being within 1 nm(nautical mile) lateral of the indicated position on the navigationsystem at least 95% of the flying time, and within 250 feet vertical ofthe indicated position at least 99.7% of the flying time.

Expanding upon the lateral navigation accuracy performance standard of95%, the Boeing RNP defines a lateral integrity containment limit oftwice the size of the RNP, centered on the aircraft's predefined path.The integrity containment limit further specifies that the navigationsystem must ensure the aircraft remains within the integrity containmentboundary 99.999% of the flying time.

To determine whether an aircraft is within the RNP or integritycontainment limit, FMCs calculate a real-time estimate of the navigationsystem accuracy, commonly referred to as the Actual NavigationPerformance (ANP). ANP represents a measure of uncertainty of position.The ANP is typically calculated by the FMC based upon fault-freeperformance and integrity statistics provided by the GPS receivers orthe aircraft's geometry relative to ground-based navigation aids, andassumptions on the navigation aid survey location error and performancecharacteristics. The ANP and RNP are then typically displayed on theFMS-CDU in numeric form along with a large amount of other numeric andtext information relating to the intended flight path of the airplane.In order to determine whether the ANP is within the RNP, the FMCcompares the RNP and ANP values and then sends an annunciation to thedisplay system providing for an “UNABLE RNP” alert when ANP exceeds RNP.This alert does not directly account for RNP changes due to the airplanedeviating from the defined path. To account for this, the pilot or othercrew member must look at the lateral path deviation displayed on theaircraft Navigation Display and the altitude displayed on the aircraftPrimary Flight Display and attempt to determine if the deviation isacceptable for the selected RNP. This display and comparison method ofdetermining whether the ANP is within the RNP requires an unnecessaryamount of time, can be very distracting for the pilot and/or air crewmember, and is only marginally adequate for low RNP values.

To improve on the ability of a pilot or other crew member to evaluatethe RNP and ANP data, prior developments have been made to provide adisplay depicting navigation performance-based flight path deviationinformation for use at altitude, also referred to as a NavigationPerformance Scale (NPS), an NPS scale, or an ANP-RNP bar. An NPS displayrefers to a navigation display generated by the FMC for displaying LNAVand VNAV deviations. Such displays are described in U.S. Pat. No.6,571,155 to Carriker et al., the content of which is herebyincorporated by reference in its entirety. However, NPS scales are onlyused before final approach procedures. Rather than an NPS display, anILS or IAN (Integrated Approach Navigation) display is provided upon thefinal approach segment to a runway during landing procedures. The IANdisplay is generated by the FMC and supports ILS-like procedures,display features, and autopilot controls for non-precision (non-xLS)approaches. When a precision (xLS) ILS approach is defined and availablefor a runway, an ILS display is preferred over an IAN display. When ILSis not available, an IAN display is used for non-precision approaches.Unlike NPS displays, IAN displays do not provide deviation scales thatdepict the relationship between RNP and ANP. The pilot or other crewmember must correlate the displayed lateral and vertical path deviationswith the numeric RNP and ANP readouts to determine the relationshipbetween RNP and ANP and the lateral and vertical path deviations. Thisdisplay and comparison method for the final approach segment and landingrequires an unnecessary amount of time, can be very distracting for thepilot and/or air crew member, and is inconsistent with flight displaysduring LNAV/VNAV procedures.

SUMMARY OF THE INVENTION

In light of the foregoing background, the present invention providessystems, computer program products, and methods for displayingnavigation performance based flight path deviation information duringthe final approach segment to a runway and during landing fornon-precision flight modes and procedures. Embodiments of the presentinvention also improve upon the graphical depiction of navigationperformance based flight path deviation information. Embodiments of thepresent invention provide pilots and/or air crew members with a clear,concise display of the dynamic relationship between ANP and RNP, modeand aspect of flight and related procedures, intersecting flight paths,and current actual flight path deviation from a predefined flight pathduring the final approach segment to a runway and during landing. Also,whereas ILS guidance systems are generally limited to precision (xLS)landing procedures at major airports, embodiments of systems, computerprogram products, and methods of the present invention provide adeviation display operable for a wider range of airport procedures,including the final non-precision (non-xLS) approach segments to runwaysand during non-precision (non-xLS) landings. Embodiments of the presentinvention may further reduce crew workload, standardize crew procedures,and enhance flight safety.

According to one embodiment of the present invention, an integratedflight deck display system for an aircraft includes a display screen, aflight management computer (FMC) configured to generate graphicpresentations for the display screen, and an autopilot flight directorsystem for performing autopilot flight control procedures. The graphicpresentations include displays for non-approach, non-landing flightmodes, non-precision approach flight modes, and non-precision landingflight modes. The generated graphic presentations for the displaysinclude at least one flight path scale comprising a reference pointbounded by end markers extending in at least one of a lateral andvertical direction, such as the end markers extending equidistantlaterally and/or vertically from the reference point on a respectiveflight path scale. The reference point relates to an actual flight path,and the end markers represent a required navigation performance (RNP).The display may also include at least one moveable deviation pointerdisposed on the flight path scales, where the deviation pointer movesbetween the end markers based upon a deviation of the actual flight pathof the aircraft relative to a predefined flight path. Additionally, thegenerated graphic presentations for the displays include arepresentation of at least one extendable navigation uncertainty bardisposed on the flight path scale. The representation extends from atleast one of the end markers toward the reference point based upon theactual navigation performance (ANP) and the RNP for the aircraft, wherethe RNP is based upon a flight phase of the aircraft.

In operation, according to another embodiment of the present invention,a method for providing navigation performance flight path deviationinformation for an aircraft begins by providing a flight display duringnon-precision, non-approach, non-landing flight modes. The method alsoprovides an attitude director indicator on the flight display. And themethod provides flight path scales for the display. The flight pathscales are presented in semi-transparent shadow boxes on top of theattitude director indicator. Then, a deviation of the actual flight pathof the aircraft relative to a predefined flight path is determined, andthe moveable deviation pointers are thereafter displayed on the flightpath scales based upon the deviation and the reference point. Next, theactual navigation performance (ANP) and the RNP are determined basedupon a flight phase of the aircraft, and a representation of at leastone extendable navigation uncertainty is thereafter displayed on theflight path scales based upon the ANP and RNP. The representation of anextendable navigation uncertainty bar may begin at a position furtherthan at least one of the end markers from the reference point and thenextend toward the reference point of the flight path scale. And therepresentation of the extendable navigation uncertainty bar may begraphically presented as being positioned behind the end markers. In afurther embodiment, deviation pointers on the representation areidentified. In embodiments including the intersecting flight pathpointers, after displaying the representation, at least one intersectingflight path is identified, and the moveable intersecting flight pathpointers are thereafter displayed on the flight path scales based upon adistance of the intersecting flight path from the actual flight path.

The various embodiments of the present invention therefore providepilots and/or air crew members with a clear, concise display of the ANPas it relates to the RNP, intersecting flight paths, and current actualflight path deviation from a predefined flight path for non-approach,non-landing flight modes, non-precision approach flight modes, andnon-precision landing flight modes. The non-distracting and intuitivedisplay of the present invention also allows pilots and/or air crewmembers to readily determine in a timely manner whether the currentnavigation performance of the aircraft is within the required navigationperformance.

These characteristics, as well as additional details, of embodiments ofthe present invention are further described herein. Additional exemplaryembodiments of the present invention provide associated systems,methods, and computer program products representative of thecharacteristics described above.

BRIEF DESCRIPTION OF THE DRAWINGS

Having thus described the invention in general terms, reference will nowbe made to the accompanying drawings, which are not necessarily drawn toscale, and wherein:

FIG. 1 is a diagram illustrating the general appearance and relativeinterconnection of a flight management system;

FIG. 2 depicts an aircraft main instrument panel and its interconnectingrelationship to the flight management computers, autopilot flightdirector system, flight control computers, interconnecting digitaldatabuses, and CDUs;

FIGS. 3 and 4 illustrate an exemplary primary flight display includingflight path deviation information and intersecting flight pathinformation based on RNP and ANP navigation performance;

FIG. 5 illustrates an exemplary primary flight display for conventionalintegrated approach navigation (IAN) procedures;

FIG. 6 illustrates an exemplary primary flight display including flightpath deviation information for non-precision approach flight modes andfor non-precision landing flight modes based on RNP and ANP navigationperformance according to one embodiment of the present invention;

FIG. 7 illustrates an exemplary primary flight display including flightpath deviation information for non-precision, non-approach, non-landingflight modes based on RNP and ANP navigation performance according toone embodiment of the present invention; and

FIG. 8 is a flow chart illustrating some of the operations of the methodand computer program product for providing navigation performance basedflight path deviation information and intersecting flight pathinformation, according to one embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention now will be described more fully hereinafter withreference to the accompanying drawings, in which some, but not allembodiments of the invention are shown. This invention may, however, beembodied in many different forms and should not be construed as limitedto the embodiments set forth herein; rather, these embodiments areprovided so that this disclosure will be thorough and complete, and willfully convey the scope of the invention to those skilled in the art.Like numbers refer to like elements throughout.

FIG. 1 illustrates a block diagram of the primary components of atypical modern commercial flight management system. Although the presentinvention can be used with the modern commercial flight managementsystem, as discussed below, it should be understood, however, that thepresent invention could be implemented by any number of differentelectronic systems, including control displays for various other typesof vehicles, without departing from the spirit and scope of the presentinvention. Shown at 32 is a conventional aircraft navigational FlightManagement System-Control Display Unit (FMS-CDU). An FMS-CDU typicallyincludes an electronic display capable of displaying lines of textentered by the flight crew. These lines of text depict, typically,waypoints along the path of a desired navigational route. Typically onboth sides of and adjacent to the electronic display are line selectkeys. Upon the user activating one of the line select keys, the adjacentline of text on the electronic display is activated to thereby allowentry, selection, or deletion of text. An electronic display of anFMS-CDU typically also includes a scratch pad line capable of displayingsystem generated messages, entries via a keyboard and data being movedfrom one line to another. An FMS-CDU also typically includes a keyboardwith an array of keys as well as control inputs by which the flight crewcan manually enter waypoints, which then appear on the electronicdisplay as text line items. Also included are various control keys whichallow the flight crew to add, modify, and delete various entries.

Flight deck displays 73, including a navigation display, and FMS-CDU 32may interconnect through a logic module indicated generally at 80. Thelogic module 80 includes the flight management computer (FMC) 82. Inaddition, the logic module 80 includes the display processor or computer(display module) 84. Inputs from the logic module 80 to and from theFMS-CDU 32 may be carried along multiple buses 86, whereas displayinformation from the display processor 84 may be carried to the flightdeck displays via a bus 88.

The FMC 82 provides lateral (LNAV) and vertical (VNAV) guidance signalsto the autopilot flight director system (AFDS) 83, which validates andacknowledges the guidance signals. The AFDS then provides guidancesignals to the flight control computers or Primary Flight Computer (PFC)87 which activates the aircraft's control surfaces and devices 85 in anormal manner such that the aircraft is directed to automatically flythe route as selected by the FMC 82.

FIG. 2 illustrates a typical navigation arrangement as found in a modemcommercial aircraft. Shown are left and right FMCs 102 and 104,respectively. The left and right FMCs communicate with associated leftand right control display units (CDUs) 112, 114, respectively. The leftand right CDUs are arranged for easy access by the pilots. As is oftenprovided in modern commercial aircraft, a third, backup, or centerchannel CDU 120 may also be provided. The third CDU is used in someaircraft, such as the 777® family of aircraft manufactured by The BoeingCompany, to interface to other aircraft systems such as satellitecommunications, SATCOM, and/or the public address/cabin interphonesystem (PACI).

The CDUs 112, 114 and 120 and FMCs 102, 104 may communicate over atriple redundant data link or bus 122A, B, C. The two FMCs 102, 104 mayalso communicate over an FMCs intercabinet bus 123, the function ofwhich maintains synchronization of data states between the two FMCs.

In normal operation, one of the two FMCs 102, 104 assumes primarycontrol, here identified as left FMC 102. Thus, outputs from FMC 102 areprovided both to the main instrument panel 140 and to an autopilotflight director system 150. The main instrument panel includes left andright primary flight displays 142, 144, which are driven by left andright outputs from the autopilot flight director system 150. Left andright navigation displays 146, 148, respectively are driven bycorresponding outputs from the primary FMC 102. A central engine andcrew altering display 149 is also provided in the main instrument panel140.

Flight crew entries into the left and right CDUs 112, 114 of desiredflight plans are then transferred to the FMCs 102, 104, withcorresponding graphical depiction of the flight plans set forth on theleft and right navigation displays 146, 148.

Output navigation guidance signals for both vertical navigation VNAV andlateral navigation LNAV are provided from the primary FMC 102 to theautopilot flight director system 150.

The autopilot flight director system 150 then produces correspondingoutput signals which pass to the primary flight computers 160. Theprimary flight computers, in turn, produce appropriate control signalswhich are applied to the aircraft's flight control surfaces 170 to causethe aircraft to fly in accordance with the flight crew entered flightplan in the CDUs 112, 114.

FIGS. 3 and 4 are illustrative of an NPS display for LNAV/VNAVprocedures, such as produced by the display processor 84, and suitablycomprises a display field presented on an electronic display screen ordisplay means, such as a cathode ray tube (CRT) screen, a liquid crystaldisplay (LCD) screen, a plasma display screen, or like graphical displayscreen, often being sunlight-readable and having touch-screenfunctionality. Although the display can be produced by the displayprocessor within the logic module 80, as discussed herein, it should beunderstood, however, that the display could be produced by any number ofdifferent electronic systems without departing from the spirit and scopeof the present invention. Referring to FIG. 3, and the more conventionalcomponents of the display, the display field is divided into a number ofindicators or indicating areas 200, 202, 204, 206 and 208. A first area200 comprises a centrally located electronic attitude director indicator(ADI) which is substantially rectangular in shape having a centralboresight box 210 representing the airplane longitudinal axis at thecenter of the box. On either side thereof are conventional, stationaryaircraft symbols 212 and 214 representing wings of the aircraft. Anartificial horizon is provided by line 216 separating an upper typicallymore lightly shaded area representing the sky and a lower typicallydarker area for ground shading. In addition, the lower portion of theattitude director indicator includes a digital readout 217 of the radio(or radar) altitude, which displays the current height of the aircraftabove the ground. The overall presentation by the electronic attitudedirector indicator 200 is substantially conventional.

Adjacent and along the left side of attitude director indicator 200 isan air speed presentation 202 comprising a vertically oriented movablescale or “tape” having graduations representing air speed values alongthe right side thereof, i.e., on the side adjacent the attitude directorindicator 200. The air speed indicator further includes a fixed pointer218 which points inwardly toward the air speed scale as well as towardthe center of the attitude director indicator. The pointer is providedwith a window 220 digitally magnifying and indicating the air speed inresponse to instrumentation of the aircraft. As the air speed changes,the scale moves vertically relative to the pointer 218 which continuesto point toward boresight box 210. The scale presents a range of speedvalues above and below the current speed, e.g., between 190 and 310knots in FIGS. 3 and 4, with the numerics being disposed immediately tothe left of the corresponding scale graduations. Portions of the scaleabove and below the viewable range are blanked from the presentation.Moreover, the scale is blanked at the location of window 220 whichsupplies the numerical readout of the current speed as a “rolling”number. The right edge of the scale is not obscured by pointer 218 orwindow 220.

The air speed indicator further includes a pilot controlled marker or“bug” 222 consisting of a pointer, with the current value of theselected air speed (e.g., 250 knots) being numerically displayed atlocation 224 above the air speed presentation. When the selected airspeed is attained, the marker or “bug” will reach pointer 218. Themarker 222 has a parked position at the upper end of the indicator 202and at the lower end of indicator 202 when the selected air speed isoutside the values depicted by the air speed scale, and at such timeonly one of the horizontal markers will appear at the end of the scale.The air speed indicator may also include a guidance speed band 225 toindicate an allowable range of air speeds accompanying the VNAVnavigation guidance signal. In addition, the air speed indicator mayinclude a reference target speed (REF) marker 251 along the indicator202, and a selected landing flap position along with an associatedreference speed, e.g., 30/120 in FIGS. 3 and 4.

At the bottom of the display, indicator 204 for aircraft headingcomprises a raster-shaded area having the shape of a segment of a circleor compass rose. The indicator 204 is provided with a degree scale alongthe upper, arc-shaped portion thereof adjacent attitude directorindicator 200, and like the previously described indicator 202, thescale of heading indicator 204 moves with respect to a fixed pointer229. Below the fixed pointer 229, the indicator includes a trackindicator 226 that moves as the track varies in relation to the heading.To the left of pointer 226 is a location 227 which digitally displaysthe present heading. For other than the segment of the heading displayas illustrated in FIGS. 3 and 4, the compass rose is blanked out, and isalso blanked at location 227 where the numeric readout is presented.However, neither pointer 229 nor track indicator 226 obscure the upperscale.

A further, vertically disposed indicator 206 is located adjacent theright side of attitude director indicator 200 in FIGS. 3 and 4, and isprovided with an altitude scale along the left side thereof, i.e., onthe side adjacent the attitude director indicator 200. The indicator 206is further provided with altitude numerics to the right of appropriateindicia on the scale. The indicator is of the moving scale or movingtape type wherein the scale moves with respect to fixed pointer 228 asthe altitude of the aircraft changes, with the current value of theselected altitude being numerically displayed at location 238 above theair speed presentation. Fixed pointer 228 includes an adjacent windowwithin which the current altitude is digitally displayed in rollingnumber fashion. Thus, as altitude information from aircraftinstrumentation changes, both the numerical indicia in window 230 andthe position of the underlying scale change accordingly.

Altitude indicia for altitudes above and below the range depicted on theviewable scale, approximately eight hundred feet in FIGS. 3 and 4, areblanked, as is the scale beneath window 230. Pointer 228 and window 230do not block the view of indicia along the left side of indicator 206,but point fixedly toward such indicia, and at the center of attitudedirector indicator 200. The altitude indicator 206 further includes amarker or “bug” which is pilot positionable along the left side of thescale. A box-like marker or bug 232 having a centrally inwardly directedpointer arrow 234 is pilot positionable along the left edge of thescale, with the pointer arrow 234 pointing at a desired altitude inslide-rule fashion. The digital readout at position 236 at the lower endof indicator 206 represents the barometric setting in inches of mercury.

The display of FIGS. 3 and 4 also includes a vertical speed indicator208 calibrated in thousands of feet per minute along the left sidethereof adjacent the right side of indicator 206. The area comprisingindicator 208 is partially trapezoidal in shape, widening towardindicator 206, and is provided with a movable pointer 240 adapted toindicate the current vertical speed of the aircraft by pointing to theindicia of the scale along the left side of indicator 208. The scale ofvertical speed indicator 208 is fixed in position. Pointer 240 isangularly movable from an apparent fixed origin at the right of thescale, from which the pointer 240 appears to extend radially outwardly,and terminating at the left side of the scale. Not only does pointer 240point to indicia along the left side of fixed vertical speed scale ofindicator 208, pointer 240 is also used to point toward a selectedaltitude on the altitude scale of indicator 206, here identified by theaforementioned marker or bug 232.

The display of FIGS. 3 and 4 also includes flight mode annunciatorreadouts 242, 244 and 246 at the top center of the display. The threecolumns are reserved for autothrottle status, lateral mode status andvertical mode status. It is noted these annunciations are arranged in anorder which associates the column content to the display feature inclosest proximity. In particular, autothrottle speed mode on the left(e.g., FMC SPD in FIGS. 3 and 4) is closest to the speed scale, verticalglide slope (or glide path) mode on the right (e.g., NVAV/PTH G/S inFIGS. 3 and 4) is closest to the altitude scale, and lateral localizermode in the center (e.g., LNAV VOR/LOC in FIGS. 3 and 4) relates to thebank scale or heading indicator. Flight director, autopilot, andautoland status (or Autopilot/Flight Director System Status (AFDS))annunciation is displayed at location 248 immediately above the centerof the attitude director indicator 200. Location 250 may includeapproach reference characteristics, including station frequency andrunway heading (in degrees), Distance Measuring Equipment (DME) readoutin nautical miles, and the current source of the deviation scalesdisplayed on the right side and bottom of the attitude directorindicator 200, such as LNAV/VNAV in FIGS. 3 and 4.

Reference is now made to FIG. 4 and the navigation performance basedflight path deviation and intersecting flight path information of theNPS display for LNAV/VNAV procedures. Located adjacent the bottom andright sides of the attitude director indicator 200, the display includesflight path scales corresponding to the lateral and vertical flightpaths of the aircraft. The lateral flight path scale, which is displayedwhen LNAV or VNAV mode is active, includes a fixed reference point 252representing the actual lateral flight path of the aircraft. The fixedreference point 252 is bounded by left 254 and right 256 end markers,which represent the Required Navigation Performance (RNP), discussedbelow. The reference point is centered between the end markers, whichare equidistant from the reference point. Similarly, the vertical flightpath scale, which is displayed when LNAV or VNAV mode is active,includes a fixed reference point 258 representing the actual verticalflight path of the aircraft. The fixed reference point 258 is bounded bytop 260 and bottom 262 end markers which define the vertical RNP for theflight path of the aircraft.

Within the lateral flight path scale, the display includes a pilotand/or autopilot controlled marker or “bug” consisting of a lateraldeviation pointer 264. The lateral deviation pointer represents thedesired, predefined LNAV guidance flight path of the aircraft withrespect to the actual lateral flight path. In this regard, the distancebetween the deviation pointer and the reference point represents thedeviation of the aircraft with respect to the LNAV guidance flight pathsuch that when the actual lateral flight path of the aircraft equals theLNAV flight path, the deviation will be zero. And when the deviation iszero, the deviation pointer will coincide with the reference point 252.Similarly, within the vertical flight path scale, the display includes apilot and/or autopilot controlled marker or “bug” consisting of avertical deviation pointer 266. The vertical deviation pointerrepresents the desired, predefined VNAV guidance flight path of theaircraft with respect to the actual vertical flight path.

Also within the lateral flight path scale, the display includes arepresentation of at least one extendable navigation uncertainty bar268, 270, also referred to herein as ANP bars, in short. Although notillustrated, depending on the application and operation of thenavigation system, the vertical flight path scale may similarly includevertical extendable bars representing the vertical navigationuncertainty. The lateral ANP bars extend from left end marker 254 andright end marker 256 toward the reference point 252 of the lateralflight path scale based upon the current capability of the aircraft'snavigation system (i.e., ANP) in relation to the RNP. The width of theANP bars are determined by the ratio of RNP to ANP, for example, asdescribed in detail in U.S. Pat. No. 6,571,155, the content of which ishereby incorporated by reference in its entirety. For example, when RNPis relatively large, such as 1 nmi, and ANP is, e.g., 0.05 nmi, thewidth of the ANP bars may extend 1/20th the distance between the endmarkers 254, 256 and the reference point 252, and when RNP is relativelysmall, such as 0.10 nmi, and ANP, e.g., remains 0.05 nmi, the width ofthe ANP bars may extend ½ the distance between the end markers 254, 256and the reference point 252. Also, to improve the visibility and furtheralert the pilot and/or flight crew members of the presence of the ANPbars and displayed ANP/RNP relationship, ANP bars may include aprojection beyond, or begin just outside, the RNP end markers. Byextending, or positioning, the ANP bars in such a manner, even when anANP/RNP relationship is such that the width of the ANP bars is verysmall, the presence of the ANP bars may still be apparent, and notvisually blend into or be visually obscured by the RNP end markers. Thearea within (between) the ANP bars represents a navigation performancesuspect region, while the area between the reference point 252 and theextendable bars 268, 270 represents a confidence region 276, oravailable Flight Technical Error (FTE), in which the aircraft is withinthe allowable deviation from the desired path and still maintaining anacceptable flight path. Because the ANP is dynamic and can vary withfactors such as navigation sensor selection, aircraft system faults,external navigation aid failures and aircraft to navigation aidgeometry, and because the RNP varies depending on the flight phase ofthe aircraft, the extendable bars extend and retract as the ANP and/orRNP vary.

In addition to ANP extendable position uncertainty bars, the lateral andvertical flight path scales may also include lateral and verticalintersecting flight path pointers 272, 274. The intersecting flight pathpointers represent an intersecting flight path, such as an ILS path,within the RNP boundary of the end markers 254, 256, 260, 262. Theintersecting flight path pointers 272, 274 are moveable along therespective flight path scale based upon a distance of the intersectingflight path from the actual flight path as indicated by actual flightposition reference points 252, 258.

FIG. 5. illustrates a primary flight display for conventional integratedapproach navigation (IAN) flight modes and procedures, also referred toherein as an IAN display. Particular features that distinguish thedisplay of FIG. 5 from the display of FIGS. 3 and 4 are indicated withnumerical references and described below. First, at location 350, thedeviation scale ID is indicated as FMC, rather than LNAV/VNAV, and theapproach data block resembles the approach data block of an ILS displayfor a precision (xLS) approach. Also, flight mode annunciator readouts342, 344 and 346 at the top center of the display show differentautothrottle status, lateral mode status, and vertical mode statusindications. The autothrottle speed mode readout 342 on the left showsSPD, rather than FMC SPD. The vertical glide slope (or glide path) modereadout 346 on the right shows G/P, instead of VNAV PTH or G/S. And thelateral localizer mode readout 344 in the center shows FAC, instead ofLNAV or VOR/LOC. The flight director, autopilot, and autoland status (orAutopilot/Flight Director System Status (AFDS)) annunciation shows FD atlocation 348, although CMD might also be displayed.

Located adjacent the bottom of the attitude director indicator at 351and adjacent the right side of the attitude director indicator at 381,the IAN display includes flight path scales corresponding to the lateraland vertical flight paths of the aircraft. The lateral flight path scaleat 351 corresponds to the localizer (LOC) measurements and includes afixed reference point 352 representing the actual lateral flight path ofthe aircraft in relation to a lateral deviation pointer 364. The lateraldeviation pointer 364 represents the desired, predefined LNAV guidanceflight path of the aircraft with respect to the actual lateral flightpath. In this regard, the distance between the lateral deviation pointer364 and the reference point 352 represents a deviation of the aircraftfrom the desired, predefined LNAV guidance flight path. The fixedreference point 352 is bounded by left 354, right 356, mid-left 368, andmid-right 370 end markers. Similarly, the vertical flight path scale at381 corresponds to the glideslope measurements and includes a fixedreference point 382 representing the actual vertical flight path of theaircraft in relation to a glideslope deviation pointer 394. Theglideslope deviation pointer 394 represents the desired, predefined VNAVguidance flight path of the aircraft with respect to the actualglideslope flight path. In this regard, the distance between theglideslope deviation pointer 394 and the reference point 382 representsa deviation of the aircraft from the desired, predefined VNAV guidanceflight path.

As noted previously, the NPS flight display of FIGS. 3 and 4 are onlyavailable before final approach procedures, i.e., before the flightdisplay changes to an ILS, GLS, or IAN display for the final approachsegment to a runway and during landing procedures. And, also as notedpreviously, unlike an NPS flight display, ILS, GLS, and, most notably,IAN displays, such as the IAN flight display in FIG. 5, do not providedeviation scales that depict the relationship between RNP and ANP. Thus,when a flight display changes from an NPS display to an ILS, GLS, or IANdisplay, the graphical depiction of the RNP/ANP relationship anddeviation from the desired flight path is lost. Accordingly, embodimentsof the present invention provide an enhanced IAN display that includesNPS-type deviation scales for LNAV/VNAV non-precision (non-xLS)approaches, including, for example, non-precision approaches usinglocalizer (LOC), VHF omni-directional radio range (VOR), globalpositioning system (GPS), and/or area navigation (RNAV) capabilities.Embodiments of the present invention result in an NPS-like display thatprovides IAN approach methodology but using NPS-type deviation scales.Embodiments of the present invention may be employed, for example on newBoeing 787™ aircrafts and other aircrafts. And Boeing 777®, 747-8®, and737®, aircrafts, as well as other aircrafts, may be retrofitted toprovide embodiments of the present invention.

FIG. 6 is illustrative of a display according to an embodiment of thepresent invention. The display in FIG. 6 is an exemplary primary flightdisplay for a non-precision approach flight mode, also referred to herein as an FMC-based, enhanced IAN-type non-precision approach display andmore generically as an integrated approach navigation procedures displayof an embodiment of the present invention. Like the display of FIG. 5,at location 450, the deviation scale ID is indicated as FMC, and theapproach data block resembles the approach data block of an ILS displayfor a precision (xLS) approach. Also, flight mode annunciator readouts442, 444 and 446 at the top center of the display show differentautothrottle status, lateral mode status, and vertical mode statusindications. The autothrottle speed mode readouts 442 on the left showsSPD. The vertical glide slope (or glide path) mode readout 446 on theright shows G/P. And the lateral localizer mode readout 444 in thecenter shows FAC. The flight director, autopilot, and autoland status(or Autopilot/Flight Director System Status (AFDS)) annunciation showsA/P at location 448, rather than FD shown in FIG. 5, although thisflight mode annunicator (FMA) could similarly display FD, or CMD or NOAUTOLAND. Because the exemplary display of FIG. 6 is intended only fornon-precision approach and landing flight modes and procedures, when theaircraft transitions from approach modes and procedures to landing modesand procedures, such as at 200 ft RA, the display at location 448 maychange to NO AUTOLAND. This indicator is intended as another safeguardagainst a pilot forgetting that the aircraft is in a non-precisionflight mode, and preventing the pilot from attempting an autolandprocedure. Although an aircraft in a non-precision approach mode mayperform autopilot procedures as would be indicated by A/P at location448, autoland procedures and functionality are not available, must notbe used, and must be disabled/disconnected for non-precision landingflight modes.

The exemplary primary flight display of FIG. 6 for non-precisionapproach flight modes and procedures, includes NPS-type flight pathdeviation scales 451, 460. Although included for both lateral andvertical deviations, the following description refers to the lateralflight path scale 451, and it is intended that the descriptioncorrespond to similar features of the vertical deviation scale 460. Thelateral flight path scale 451, like a conventional NPS-type deviationscale, includes a fixed reference point 452 representing the actuallateral flight path of the aircraft. The fixed reference point 452 isbounded by left 454 and right 456 end markers, which represent theRequired Navigation Performance (RNP). The reference point 452 iscentered between the end markers 454, 456, which are equidistant fromthe reference point 452. Within the lateral flight path scale 451, thedisplay includes a pilot and/or autopilot controlled marker or “bug”consisting of a lateral deviation pointer 464. The lateral deviationpointer 464 represents the desired guidance flight path for the aircraftwith respect to the actual lateral flight path. In this regard, thedistance between the deviation pointer 464 and the reference point 452represents the lateral deviation of the aircraft with respect to thelateral guidance flight path.

Also within the lateral flight path scale 451, the display includes arepresentation of at least one extendable navigation uncertainty bar468, 470, also referred to herein as ANP bars, in short. The lateral ANPbars 468, 470 extend from left end marker 454 and right end marker 456toward the reference point 452 of the lateral flight path scale 451based upon the current accuracy of the aircraft's navigation system(i.e., ANP) in relation to the RNP. The widths of the ANP bars aredetermined by the ratio of RNP to ANP. Also, to improve the visibilityand further alert the pilot and/or flight crew members of the presenceof the ANP bars and displayed ANP/RNP relationship, ANP bars may includea projection beyond, or begin just outside, the RNP end markers. Byextending, or positioning, the ANP bars in such a manner, even when anANP/RNP relationship is such that the width of the ANP bars is verysmall, the presence of the ANP bars may still be apparent, and notvisually blend into or be visually obscured by the RNP end markers. Thearea within (between) the ANP bars represents a navigation performancesuspect region, while the area between the reference point 452 and theextendable ANP bars 468, 470 represents a confidence region, oravailable Flight Technical Error (FTE), in which the aircraft is withinthe allowable deviation from the desired path and still maintaining anacceptable flight path.

Unlike the display of FIG. 5, to alert the pilots and/or flight crewthat the FMC has transitioned from a traditional NPS display forLNAV/VNAV flight modes and procedures to FMC-based, IAN-typenon-precision (non-xLS) approach flight modes and procedures, thedisplay may add ½ RNP markers 455, 457. The ½ RNP markers are added as areference to aid the pilots and/or flight crew members. Although ½ RNPmarkers may be a preferred indicator, any fractional RNP marking orother predetermined fixed RNP marking, collectively referred to as“predetermined RNP markers,” may be used to alert the pilots and/orflight crew that the FMC has transitioned from a traditional NPS displayfor LNAV/VNAV flight modes and procedures to FMC-based, IAN-typenon-precision (non-xLS) approach flight modes and procedures. Thetransition to the enhanced IAN NPS-type display for the non-precision(non-xLS) approach also involves the FMC invoking available autopilotlogic to provide lateral guidance and vertical glidepath flight controlsand deviation alerting.

Like conventional IAN flight displays, embodiments of the presentinvention for enhanced IAN NPS-type flight displays continue to providea distinctly different display for precision (xLS) and non-precision(non-xLS) approach types. As such, embodiments of the present inventionmay further reduce crew workload, standardize crew procedures, andenhance flight safety.

To improve the visibility and readability of all aspects of enhanced IANNPS-type flight displays, and also to improve the visibility andreadability of all aspects of NPS flight displays as illustrated in FIG.7 by the exemplary improved NPS display according to an embodiment ofthe present invention for LNAV/VNAV flight modes, rather than having asmall, central window for the attitude director indicator, as 200 inFIGS. 3 and 4, embodiments of the present invention display the attitudedirector indicator 400, 500 across the entire display screen with thelighter colored sky and darker colored ground areas extending behind allof the graphical features of the display screen. For example, theindicators or indicating areas 202, 204, 206 and 208 may be graphicallypresented in shadowed windows overlaying the lighter colored sky anddarker colored ground areas of the attitude director indicator 400, 500.As such, the attitude director indicator 400, 500 has improvedvisibility and readability, particularly the greatly enlarged lightercolored sky area, darker colored ground area, and artificial horizonline 416, 516 separating the lighter colored sky and darker coloredground areas.

Also to improve the visibility and readability of the navigationperformance based flight path deviation and intersecting flight pathinformation, the NPS-type scales of enhanced IAN NPS-type flightdisplays, such the exemplary embodiment of FIG. 6, and NPS flightdisplays, such as the exemplary embodiment of FIG. 7, may be graphicallypresented in a shadowed window overlaying the graphical display of theattitude director indicator 400, 500, or added in a shadowed windowbelow and beside the attitude director indicator 200 of a conventionalNPS flight display as described with respect to FIGS. 3 and 4 and asdescribed above with respect to indicators or indicating areas 202, 204,206 and 208 being graphically presented in shadowed windows overlayingthe lighter colored sky and darker colored ground areas of the attitudedirector indicator 400, 500.

Also to improve the visibility and readability of the navigationperformance based flight path deviation and intersecting flight pathinformation, the RNP end markers 454, 456 of embodiments of enhanced NPSflight displays and IAN NPS-type flight displays and ½ RNP markers 455,457 of embodiments of enhanced IAN NPS-type flight displays may begraphically differentiated from the ANP extendable navigationuncertainty bars 468, 470. For example, the RNP end markers and ½ RNPmarkers (or other predetermined RNP markers) may be displayed in a firstcolor and/or with a first brightness, and the ANP bars may be displayedin a second color and/or with a second brightness, including suchbenefit as to prevent the RNP end markers and ½ RNP markers and the ANPbars from graphically merging or blending together. For example, RNP endmarkers and ½ RNP markers may be a bright white, and ANP bars may belight gray. RNP end markers and ½ RNP markers may be further graphicallydifferentiated from ANP bars by employing a layering effect, such aswhere the RNP end markers and ½ RNP markers are presented on top of orin front of the ANP bars, including such benefit as to prevent the ANPbars from obscuring or partially obscuring the RNP end markers and ½ RNPmarkers (or other predetermined RNP markers).

Reference is now made to FIG. 8, which is exemplary of a method ofutilizing an embodiment of the present invention. According to themethod, when the air crew desires to fly a desired flight plan, the aircrew, or FMC, initially determines the flight mode (300). If the flightmode is determined to be for a precision approach (316) following YESarrow to block 326, the display processor 84 presents a flight displayfor the precision approach flight mode, such as ILS or GLS, withautoland capabilities, and the process continues according toconventional precision approach flight mode procedures, as indicated at328. If the air crew does not desire to fly a precision approach, the NOarrow is followed to block 301, thereby utilizing LNAV and/or VNAVguidance. The primary FMC calculates the predefined flight pathaccording to the desired flight plan and outputs navigation guidancesignals for vertical navigation VNAV and/or lateral navigation LNAV, andtransmits the LNAV and/or VNAV signals to the autopilot flight directorsystem, as indicated at 301.

To determine the deviation of the actual flight path of the aircraftwith respect to the desired flight path, the actual flight path of theaircraft is continuously acquired, such as by the FMCs 102, 104, usingposition sensor information, such as from a GPS (Global PositioningSystem), an IRS (Inertial Reference System) and a ground-based radiosystem, as indicated at 302. From the actual flight path and thepredefined flight path, the deviation of the aircraft from thepredefined flight path can be continuously calculated, which istypically accomplished by the primary FMC and thereafter transmitted tothe display processor 84, as indicated at 304. Typically, the deviationis transmitted to the display processor as lateral and vertical errorsin nautical miles lateral and in feet vertical, which the displayprocessor continuously translates to position the deviation pointers.

After the deviation of the aircraft has been calculated, or as thedeviation of the aircraft is being calculated, the RNP and ANP for theaircraft are continuously determined. The RNP for the current flightphase is determined, typically in the FMCs 102, 104 by using an internaldatabase of predetermined RNP values, as indicated at 306. For example,an aircraft flying in an enroute flight phase might have a predeterminedRNP value of 4.0 nm, while an aircraft flying in the terminal area mighthave an RNP of 1.0 nm. Additionally, or alternatively, the RNP for thecurrent flight phase can be manually inputted into the FMS-CDU 32 or itcan be determined by the FMC from the value specified in the navigationdatabase for the selected procedure. The ANP is calculated, typically bythe primary FMC, according to factors such as navigation aid performancecharacteristics and aircraft geometry, as such is known to those skilledin the art, as indicated at 308. The FMC continuously determines the RNPand ANP based upon the current flight phase of the aircraft and theinstantaneous navigation performance of the aircraft, and thereaftertransmits the RNP and ANP values to the display processor 84.

After the RNP and ANP are determined, typically after the displayprocessor 84 receives the RNP and ANP values, the length of theextendable ANP bars 468, 470 are continuously calculated, such as by thedisplay processor. While the length of the extendable bars can becalculated according to any of the methods described above, the lengthof the extendable bars are typically calculated relative to theallowable FTE according to the approximation method above fordetermining the length of the confidence region 276, as indicated at310.

In addition to determining the length of the extendable ANP bars 468,470, intersecting flight paths that are within the RNP, such as runwayapproach paths, can be determined, such as by the display processor 84.In this regard, the display processor continuously receives informationregarding intersecting flight paths within the RNP of the aircraft, suchas from other aircraft guidance systems including the Instrument LandingSystem (ILS), the Microwave Landing System (MLS) and the GlobalNavigation Satellite System Landing System (GLS), as indicated at 312.After receiving the information regarding intersecting flight paths, thedisplay processor can translate the distance relative to the predefinedflight path to determine the position of the intersecting flight pathpointers.

Once the display processor 84 made all necessary calculations anddeterminations, the display processor displays the deviation pointers464, extendable ANP bars 468, 470, and intersecting flight path pointerson the respective lateral and vertical flight path scales, as indicatedat 314. Whereas the flight path scales including the deviation pointers,extendable ANP bars, and intersecting flight path pointers can bedisplayed in any of a number of locations on the aircraft, in apreferred embodiment the flight path scales including the deviationpointers, extendable bars and intersecting flight path pointers aredisplayed on the primary flight displays 142, 144 of the aircraft. Asthe aircraft deviation, the ANP and/or RNP, or the distance ofintersecting flight paths change, the FMC and display processorcontinuously operate to alter the display accordingly.

While the display process makes a decision at 316 whether the flightmode is a precision approach, thereby excluding further processing toprovide flight path scales presenting ANP/RNP relationships, at 316, adetermination must also be made as to whether the flight mode is anon-precision approach. If the flight mode is not for a non-precisionapproach, an NPS display is provided, or continues to be provided as thecase may be, at 324, and the process returns to repeat steps 302 through316. As long as the aircraft is not flying an approach, the system willcontinue to present an NPS display, as indicated at 324. But if at step316 a determination is made that the aircraft is in a non-precisionapproach flight mode, following the YES arrow to 318, ½ RNP markings (orother predetermined RNP markers) will be added between the actual flightpath reference pointer and RNP end markers. An enhanced non-precisionapproach display is presented for performing the non-precision approachprocedures, as indicated at 320. And to continue representing theANP/RNP relationships, steps 302 through 314 are repeated, as indicatedat 322. The steps of FIG. 8 discussed above are typically performed byan FMC 82, and in part in coordination with a display processor 84 andflight deck displays 73 to effectuate the presentation of display to auser.

Although not indicated in FIG. 8, if the aircraft switches from anon-precision flight mode to a precision approach, such as after theaircraft intersects an ILS flight path, the display will change fromeither an NPS display or an enhanced non-precision approach display,depending upon the current flight mode, to a precision approach display,in like manner as indicated at 326.

In various advantageous embodiments, portions of systems and methods ofthe present invention, such as the display processor, may include acomputer program product. A computer program product for providingnavigation performance based flight path deviation and/or intersectingflight path information for non-precision flight modes includes acomputer-readable storage medium, such as the non-volatile storagemedium, and computer-readable program code portions, such as a series ofcomputer instructions, embodied in the computer-readable storage medium.Typically, the computer program is stored and executed by a processingunit or a related memory device, such as FMC 82 as depicted in FIG. 1.

In this regard, FIGS. 1 and 8 are block diagram, flowchart and controlflow illustrations of methods, systems, and computer program productsaccording to embodiments of the invention. It will be understood thateach block or step of the block diagram, flowchart and control flowillustrations, and combinations of blocks in the block diagram,flowchart and control flow illustrations, may be implemented by computerprogram instructions. These computer program instructions may be loadedonto a computer or other programmable apparatus to produce a machine,such that the instructions which execute on the computer or otherprogrammable apparatus create means for implementing the functionsspecified in the block diagram, flowchart or control flow block(s) orstep(s). These computer program instructions may also be stored in acomputer-readable memory that can direct a computer or otherprogrammable apparatus to function in a particular manner, such that theinstructions stored in the computer-readable memory produce an articleof manufacture including instruction means which implement the functionspecified in the block diagram, flowchart or control flow block(s) orstep(s). The computer program instructions may also be loaded onto acomputer or other programmable apparatus to cause a series ofoperational steps to be performed on the computer or other programmableapparatus to produce a computer implemented process such that theinstructions which execute on the computer or other programmableapparatus provide steps for implementing the functions specified in theblock diagram, flowchart or control flow block(s) or step(s).

Accordingly, blocks or steps of the block diagram, flowchart and controlflow illustrations support combinations of means for performing thespecified functions, combinations of steps for performing the specifiedfunctions, and computer program instruction means for performing thespecified functions. It will also be understood that each block or stepof the block diagram, flowchart and control flow illustrations, andcombinations of blocks or steps in the block diagram, flowchart orcontrol flow illustrations, can be implemented by special purposehardware-based computer systems which perform the specified functions orsteps, or combinations of special purpose hardware and computerinstructions.

The present invention therefore provides systems, computer programproducts, and methods for displaying navigation performance based flightpath deviation information during the final approach segment to a runwayand during landing of non-precision flight modes are provided. Improvedgraphical depictions of navigation performance based flight pathdeviation information provide pilots and flight crew members with clear,concise displays of the dynamic relationship between ANP and RNP, modeand aspect of flight and related procedures, intersecting flight paths,and current actual flight path deviation from a predefined flight pathduring the final approach segment to a runway and during landing. Forexample, an enhanced IAN display may include NPS-type deviation scalesto show RNP/ANP relationships and ½ RNP markers (or other predeterminedRNP markers) to alert the pilots and flight crew members that the FMChas transitioned from an NPS display for RNAV (LNAV/VNAV) flightprocedures to an enhanced IAN display for a non-precision (non-xLS)approach and/or landing.

Many modifications and other embodiments of the invention will come tomind to one skilled in the art to which this invention pertains havingthe benefit of the teachings presented in the foregoing descriptions andthe associated drawings. Therefore, it is to be understood that theinvention is not to be limited to the specific embodiments disclosed andthat modifications and other embodiments are intended to be includedwithin the scope of the appended claims. Although specific terms areemployed herein, they are used in a generic and descriptive sense onlyand not for purposes of limitation.

What is claimed is:
 1. An integrated flight deck display system for anaircraft, comprising: a flight management computer (FMC) configured togenerate graphic presentations for a display screen, wherein the flightmanagement computer (FMC) is further configured to generate anon-approach, non-landing procedures display during non-approach,non-landing flight modes, the non-approach, non-landing proceduresdisplay comprising an attitude director indicator and at least one of alateral navigation guidance scale and a vertical navigation guidancescale corresponding to the aircraft flight operation, the at least oneguidance scale comprising: an actual flight path pointer indicating theactual flight path of the aircraft on the at least one guidance scale;required navigation performance (RNP) index markings corresponding topredefined numerical values for the flight mode and operation of theaircraft; and actual navigation performance (ANP) index markingscorresponding to numerical values associated with the current aircraftguidance performance measurements and the position of the requirednavigation performance (RNP) index markings on the at least one guidancescale, wherein the size of the actual navigation performance (ANP) indexmarkings correspond to a ratio of the actual navigation performance(ANP) numerical values to the required navigation performance (RNP)numerical values, wherein the attitude director indicator is displayedacross the entire non-approach, non-landing procedures display.
 2. Thesystem of claim 1, wherein the at least one guidance scale isgraphically presented in a shadowed window overlaying the attitudedirector indicator.
 3. The system of claim 1, wherein the horizon of theattitude director indicator fully extends across the non-approach,non-landing procedures display.
 4. The system of claim 1, wherein thenon-approach, non-landing procedures display comprises at least one of ahorizontal flight path scale and a vertical flight path scale, andwherein at least one of the flight path scales is graphically presentedin a semi-transparent shadowed window overlaying the attitude directorindicator.
 5. The system of claim 1, wherein the required navigationperformance (RNP) index markings and the actual navigation performance(ANP) index markings are visually distinguishable on the graphicpresentation of the non-approach, non-landing procedures display.
 6. Thesystem of claim 1, wherein the flight management computer (FMC) isfurther configured to generate, and the non-approach, non-landingprocedures display further comprises, at least one predeterminedrequired navigation performance (RNP) marker located on the at least oneguidance scale equidistant between the actual flight path pointer andone of the required navigation performance (RNP) index markings.